Car-brake



(No Model) 3 Sheets-Sheet 1.

D. TORREY.

GAR BRAKE. No. 276,931. Patented May 1,1883.

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D. TORREY.

GAR BRAKE (No Model) ,lNo. 276

N. PETERS. Pllula'Lilhcgmphnr. Waslung'rm. n. c,

(No Model.) 3 Sheets-Sliet 3 D.TORREY.

GAR BRAKE.

No. 276,931. Patented May 1,1883.

UNITED STATES PATENT OFFICE.

DoLPHus TORREY, OF NEW YoR N. Y.

CAR-BRAKE.

SPECIFICATION forming part of Letters Patent No. 276,931, dated May 1,1883.

' Application filed at. 17, 1882. (No model.)

the brakes will be applied by the appropriate movement'of the draw-bar,this alternate adj ustment being eftected by changes in the direction ofWheel rotation and by the use of balanced brake-beams.

The invention further relates to appliances by which the stress of thedraw-bar, as the braking movement of the d raw-bar progresses, isapplied to the brakes with greater force and with smaller relativemotion. The invention further relates to devices for effecting atentative application of the brakes, so that the apparatus will beautomatically adjusted to correspond with the position of the carrelatively to the engine, in order to effect the application of thebrakes by a reversed movement of the draw-bar, either of extension orcompression.

The invention further relates to a device by which the intensity offorce applied tothe brakes is limited by a spring of variable pressure,and relatively to the load and weight of the car.

The invention further consists in details by which the several objectsabove referred to are carried into effect, as hereinafter explained.

In the accompanying drawings, Figure 1 is a vertical longitudinalsection of a car-truck with the lower portion of the body-frame andbrake attachments, illustrating the invention. Fig.2 is a plan of thesame. Fig.3 is a trans verse section on the line 3 3, Figs. 1 and 2.Fig. 4 is a detail'under side view of the drawbar pitman, motor-lever,counter-balance support forthe latter, and a slotted guide-plate forproducing difi'erentialleverage. Fig. 4is a vertical section on the line4 of Fig. 4. Fig. 5 is a side elevation and plan of the chainloopcarrier. Fig. 6 is a plan andside elevation of the motor lever. Fig. 7is'an elevation chain from the brake-lever f to the pulley 0 over thepulley 11 The brake mechanism is connected with oneline of the chain ata. The manner of making this connection is shown in Fig. 2. A pitman, y,is pivoted by a bolt to the draw-head at c, and lies parallel with it,

extending to d, where it is bolted to a lever lying transversely to thecar. This lever 00 is pivoted at c to a draft-timber, and has aconnection, through the chain-carrier g, with the chainf b b, said chainbeing connected to the carrier gat ca, as shown in Fig. 5. Any move mentof the draw-bar, either out or in, swings the lever 00 in acorresponding direction, and it moves the connected chain-carrier withit,

thus applying the brakes, except when this effect is prevented by theadjustment of the mechanism, as hereinafter describedl. The chainfb I)is attached at a to the block or carrier g, sliding upon guides in lineparallel with the chain. Upon the top of this block is a projecting lug,h, of the same height as the thickness ofthe lever x.

Parallel with the guide-rods i, on which the chain-block slides, andaboveit, is a flat bar of iron,j, Fig. 1, turning on journals at itsends. The position of rest of this bar, which is called thedisengagementbar, is with its edge down, in which position it lies quiteclose to the top of the lug h on the chain-block r Thisdisengagement-bar is so connected with the brake-beams that as theyshift their positions, in consequence of changes in the direction ofwheel rotation, they cause it to rotate half a revolution. By thisrotation it, in turning its side toward the lug, leaves vacant a spacebe tween itself and the lug g, and thus permits the passage of the leveran over the topof the lug h. It will be seen that any movement of thedraw-bar which moves the leverw against the lug of the chain-carrierwill tend to put on the brakes, if the beams are set for the existingdirection of wheel rotation, while 'if the beams are not so set-theirapplication will cause the beams to shift theirposition, in doing whichthe disengagement-bar is rotated,

giving a chance for the lever 00 to pass over the lug h and avoid anapplication of the brakes. Such a slope is given to the bearingsurfaceof the lug and the lever as to cause this action to occur.

The brake-beams are so connected as to be in the condition known asbalanced'that is, onerises and the other falls a short distauce in thedirection of the rotation of their respective wheels, as is more fullydescribed in my application for a patent filed the 16th day of December,1881. The chain-carrier moves in a line tangent to the arc swept by thelever 00. To insure a definite point ofcontact inall parts of the arebetween the lever and the lug, and to provide at the same time therequired slopes a little in excess of the an gle of friction, so thatthe lever will, when piessed in contact with the lug, be able to slideover it, the lug has the form of the frustum of a cone. The end of thearm or lever 00, if made with plane surfaces at its edges, will, as itsweeps through its arc, tend to pull the chain-carrierg laterally withwhatever degree of stress is due to the coefficieut of friction made bytheir contact. This possible disturbance of the desired action fromtheir contact is avoided by giving the edge of the lever a curvedoutline so determined as to make the contact-surfaces meet radially atthe angle of friction. This gives a form to the end of the leversomething like that shown in Figs. 4 and 6. Further, the edge has to bebeveled to correspond to the slope of the lug of the chain-carrier.

' As the direction of wheel rotation has two conditions of relatedmovements to the movements of the draw-bar, depending upon the positionof the engine relatively to the car, itwill occur, when trains are madeup, that it is necessary to shift the position of the balancedbrake-beams without change of adjustment between the lever w and thechain-carrier. This is accomplished automatically by means of what iscalled a tentative engagement, which is a slight engagement, onlysufticient to cause the brake-beams to shift their position, and isetfected by'the swing of the lever m in its free direction. The devicesfor accomplishing this 'tentative engagement include the addition to thelover a: of an arm, 0?, extending across the lower face of'thechaincarrier at such a distance from the principal arm aof said lever asto permit it to pass freely over the top of its lug. Further, two lugs,k, are .placed on the lower face of the chain-carrier g at pointsequidistant from its center, as shown in Fig. 5, for the purpose ofaffording points of contact for the arm as with the carrier as theformer moves the block in a reverse direction to that given it by thearm :20, acting on the lug h. The lever so is sustained, when idle, in ahorizontal plane, as shown in section in Fig. 5, atthe summit of thebaseslopes on one side of the high. This horizon of movement ismaintained by means of the,

bar Z, on which the lever :0 slides at or near the bolster .9.

center of its length. This bar is pivoted at one edge, and the elevationof its free edge is maintained by a spring or counter-weight, m, asshown. This weight is so proportioned as to sustain the lever when idle,but to yield when the lever crowds downward, as it will when thetentative engagement is in action.

As the braking force which may be judiciously applied to an empty car islimited in comparison 'with'what may be applied to a loaded car, and asthe stress with which the draw-bar will be moved depends largely uponthe momentum of other cars in the train, it-

fo-llows that without provision for proportioning the intensity of brakeapplication to the weight of the car I am unduly limited in the amountof braking force which I can utilize. Therefore I wish to efl'ect anautomatic proport'ioning of braking stress to the weight on the wheels.ThisIaccomplish by the devices shown in Fig. 1, wherein the pulley bover which the brake-chain is carried, is supported by a bolt, n, theshank of which passes through the body-bolster of the car, and has a nutor head, 0, over a spring, which is compressed when an appropriatestress is applied to the chain 1) 11 f. This spring 1), by itscompression, a-ifords relief to the apparatus in preventing undue stressin the application of the brakes, and will be adapted to permit theappropriate intensity of brake application when the car is empty, eventhough the draw-bar be fully acted upon. The spring-plank q has attachedto it firmly at q q a bridge, r, of iron plate, the top r of which spansthe truck- By this arrangement any settling of the car from an increaseof load will bring the body-bolster t nearer the bridge-plate 1".

Attached to the body-bolster t is the fulcrum u of-abell-crank 1;. Onearm of this bell-crank rests against the follower-plate ofthe springp.The other arm carries a lug or adjustable bob, a, which is by thesettling of the car-body. brought into contact with the bridge 1". Bythese devices, when a car is loaded, the pressure on the lug it causesthe bell-crank to compress the spring 19, bymeans of which said springis prevented from acting through its resilience in so great a degree torelieve the stress upon the brake-beams transmitted by the chain 1) D f.With thiscondition present the motion of the draw-bar will greatlyincrease the intensity of brake application. The tie-rod dof thebalanced brakebeams is caused, by means of common devices for convertinglongitudinal motion in to rotary motion, to turn the adjustment-barpresenting its edges alter nately to the top of the lug and theleverwhen thebeams change position.

Figs. 1 and 3'show a device in which the required rotation of theengagement-bar j is communicated from the longitudinally-moving.

tie-rod d by chains to, passing around idle-pulleys-zz on "the frame,and coiled on pulleys z z, keyed to thegudgeons of theengageinentbar.The same eifect is in some cases produced by a rack and pinion incombination with beveled gearing. If preferred, the engagement-bar mayhe lifted away from its set position by a parallel movement imparted bya pitman, 25, jointed at 26 to the extremity of the lever 27, which ispivoted at 28 to the tierod 01 and fulcrumed at 29. With this device thepitman' will have an endwise movement equal to the sine of the aredescribed by the end of the lever which carries it. The free end of thepitman is jointed to the crossed centers of compound levers 30 31, ofwhich the former is fulcrumed at 32 to the frame, and the latter at 33to the engagement-barj, their free ends working in slots in theengagement-bar and frame, respectively, so that a parallel motion willbe imparted to the engagement-barby the endwise movement of the pitman25. (Shown in Fig. 7.)

The device for imparting adifferential movement to the motor-lever fromthe longitudinally-moving draw-bar is shown in Fig. 4." It consists of afixed plate, 2, provided with two oblique or cam slots, 3 3, whichcontrol the radial distance of theoperating end cf the pitman yrelatively to themotor-lever by means ot'aguidepin, 4, extending throughthe said cam-slots, and through a longitudinal slot, 5, intbemotor-lver. The effect of this device is to throw the operating endof the pitman y outward from the fulcrum-jointof the motorlever as thedraw-bar approaches the termination of its braking or reversed stroke,in whichever way the cars are moving, so that as the braking or reversedmovement of the drawbar progresses,it will actuate the motor-lever withgradually-increasing,foree and corresponding decrease in extent ofmotion.

Any novel subject-matter that I have described and notclaimed isreservedto be claimed in future original applications.

Having thus described my invention, the following is what 1 claim as newtherein and desire to secure by Letters Patent:

1. The combination, with a suitable brakechai'n connection, of avibrating lever transm itting stress from the draw-bar to the brakes,with a yielding supporting-bar set ina chord of the are described bysaid lever, said bar being,sfpported by a counter-weight or spring,substantially as described.

2. liia draw-bar brake, the combination,

with the draw-bar, of a motor-lever, w, actuated thereby through apitman-connection, y,

changed automatically in radial distance from...

the lever-fulcrum, and causing a decrease in the extent of motion, andan increase in the amount of stress as the motion of the drawbarprogresses.

3. In combination with suitable brake-chain connections, a levertransmitting stress from pitman y, cam-slots 3 3, guide-pin 4, andslotted motor-lever .90, substantially as and for the purposes setforth.

5. The combination of the looped chain fl) 1), pulleys b b fulcrum-rod a0, and reliefspring 10, substantially as and for the purposes set forth.

6. The combination of the brake-chain fb-b, follower-pulley brelief-spring 10, and the bellcrank leverfulerumed to the body or thecar, forming at one end an abutment for the reliefspring, so as tograduate the strength thereof, and hearing at its other end against anattachment to the car-truck.

7. The lug or bob a, longitudinally adjustable on the bell-crank lever01, in combination with the said bell-crank-lever 'v, and bridge r forregulating the value of motion received by the bell-crank for adetermined movement of the car-body, substantially as and for thepurposes set forth.

8. Incombinatiomwith the supporting-lever and brake-chain connections,the chain-carrier moving on guide bars or rods for transmitting thestress of the draw-bar to the brakes.

9. The combination of the chain-carrier g, with its high, themotor-lever :v, the barj, and the looped chainfb b for transmittingstress to the brake system by amovement of the draw-bar in eitherdirection, according to the adjustment of theapparatus, substantially asexplained. k

10. The combination of the motor-lever and .chain-carrier having obliqueengageinentfaces sloped in excess of the angle of friction to permit theescape of the lever from the chain-carrier when released, as explained.

11. The combination, with suitable brakechain connection, of themotor-lever, chain- 'carrier, oblique lug, and chain-loop, substantiallyas and for the purposes set forth.

'12. The combination, with suitable brake chain connections with themotor-leverm, chaincarrier g, and its lugs h and k, of theadjustgableengagement-bar j, substantially as and forthe purposes setforth.

DOLPHUS TORREY.

Witnesses V E. W. HOWELL, E. SHAW.

